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PATENTED JAN. 5, 1994;

'0. G. Guam). RAIL AND CONDUCTOR POINT OPERATING MECHANISM.

APPLIOATIOF FILED MAY 8, 1903.

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R0 MODEL.

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PATENTED JAN. 5, 1904.

G. G. GOORD. RAIL AND CONDUCTOR POINT OPERATING MECHANISM.

APYLIOATION FILED MAY 8. 1903.

2 SHEETS-SHEET 2.

NO MODEL.

UNITED STATES CHARLES GEORGE GOORD,

Patented January 5, 1904.

OF BRIGHTON, ENGLAND.

RAIL AND CONDUCTOR POINT OPERATING MECHANISM.

SPECIFICATION forming part of Letters Patent No. 748,721, dated January 5, 1904.

Application filed May 8, 1903. Serial No. 156,283. (No model.)

To aZZ whom it may concern.-

Be it known that I, CHARLES GEORGE GOORD, asubject of the King of Great Britain,

residing at 33 Valdegrave road, Brighton, in the county of Sussex, England, have invented a new and useful Improved Rail and Conductor Point Operating Mechanism for Railways and Tramways, of which the following is a specification.

This invention relates to rail and conduc-; tor point operating mechanism for railways and tralnways whereby the motorman or driver of a car or thelike on approaching a junction can take the track to the left or the track to the right at will.

The terms left and right used in this specification mean to the left or right hand of the mot-orman or driver of a car approaching a junction.

The accompanying drawings illustrate a convenient way of carrying out this invention, and of these- Figure l is a plan of apparatus on the carfouopening the right track in the position before the shoe is lowered. Fig. 2 is a similar view of the same after the shoe has been lowered. Fig. 3 is a view, partly in elevation and partly in section, of the apparatus for opening the right track and of the main box before the point has been, shifted, Fig. 4 is a sectional elevation of the smaller box. Fig. 5 is a plan of the undergroundboxes with slip-rail and case, showing the track open to the left. Fig. 6 is a sectionof the slip-rail and case, showing the lateral chamber. Fig. 7 is a plan view of a hinged block which constitntes a cover for the smaller box. Fig. 8, which is partly in elevation and partly in section, shows the apparatus for closing the right track and the main box after the point has been shifted. Fig. 9 represents the smaller box in sectional elevation after the point has been shifted.v Fig. 10 is a plan of the underground boxes, showing the track open to the right. Fig. llis a section of the slip-railand case, showing the track open to the right.

The apparatus is divided into sectionsnamely, first, that which is attached to the car or the like, Figs. 1, 2, '3,and 8; second, that which is inclosed in boxes fixed to or forming part of the preferably right rail imiinto the hollow of the rail.

mediately before and partly beside the sliprail or point, Figs. 3 to 11.

The mechanism on the car or the like consists, essentially, of, first, that for opening the right track, Figs. 1, 2, and 3, and, second, that for closing the right track after the car has passed onto the same, Fig. 8.

For opening the right track I provide a bandle or lever a, Fig. 3, or a pedal may be sub stitu'ted situated conveniently near the motorman or driver. The handle a is capable of turning a hollow upright shaft 33,to which is fixed an arm 34., connected, by means of a a long tooth-rack f, which is mounted in bearings under the footboard near to the right front wheel. .This rack is connected by suitable means, such as a bell-crank lever g on a shaft p, which may be supported in the truck sides to a shoe h, placed behind the right front wheel or one of the bogie-Wheels if the latter are fitted and directly over the rail. The shoe h is made with a lower continuation or flange t' and has a set-off on the outer side. A spring mounted on a rod fixed between two brackets under the car presses against. a lug 50 on the rack f. Thus by operating the handle or lever a the driver can withdraw the spring-catch b and release the toothed wheel d, whereby the rackfis forced along by the spring and drives the flange '21 of the shoe h The spring j is arranged so that it holds the flange of the shoe h firmly in the hollow of the rail, however much the car may be rising or falling at the time. t

The toothed wheel 0? is fixed to a perpendicular spindle k, which rises through the footboard and is provided with a hand-wheel or handlel for turning, when required, the toothed wheel 01, thereby operating the rack f and lever g and withdrawing the shoe 71 and flange from the rail and returning the parts to their original position, so thatthe catch reengages the cam e.

In connection with the apparatus for closing the right track after the car has passed onto the same, Fig. 8, I provide a roller m, situated slightly in the rear of the right back wheel there shown and a few inches from the rail within the gage. The spindle n of this roller is fitted in a fork provided at one end of abell-crank lever 0. This lever turns about a shaft p, which may be fixed in the truck side. At the upper end of the lever 0 I provide one or more powerful coiled springs q of such strength as to overcome certain comparatively small springs situated in the underground boxes, as will be hereinafter described, and yet are compressed when the full weight of the car is brought to bear thereon, thus allowing the roller to rise over any unevenness of the roadway. The springq also compensates for the up-and-down motion of the car and may be fitted within a two-part telescopic or collapsible frame 1", in which its tension can be regulated as required. One part of the frame '1' is attached at one extremity to the upper end of the lever 0, the other part being attached to the long nut s. This long nut may be connected to either the front or rear of the car by means of a screw or worm t, which is operated by the handle to, and when turned the nut s is drawn back, lifting the roller, so that the point is not replaced, thus enabling a train of cars to be run by one motorman or driver.

I provide two underground boxes 37 and 38, Figs. 3 to 11, the larger box, 37, being fixed or made part of the rail on the outer side of the same. The smaller box, 38, is of the same depth as the larger and is fixed to or made part of the rail within the gage. The tops or lids of both boxes are flush with the top of the rail.

The slip-rail w is in common use; but in this invention the case 'vof the slip-rail is so constructed as to be self-clearing, being for this purpose formed with a lateral chamber 00, so that any foreign matter falling into the case is pushed into the chambers: by the movement of the slip-rail and does not interfere with or impede the working of the rail. The chamber 00 may be made to any suitable size, and channels 31 32 are formed in the chamber 00 for the purpose of enabling the latter to be cleared by a water-jet or the like. The case'u is also arranged so that the extremity or toe of the slip-rail projects slightly beyond the case itself, the toe working in a recess between the two boxes, so that it can be moved on either side of the hollow in the rail.

The hollow in the rail is made to slope down from its ordinary depth of one inch to a depth of, say, two inches for a distance of about seven feet in front of the point, (see Figs. 3 and 8,) and within this distance there is a perpendicular projection or cam y on a spindle z, the said spindle carrying a cog-wheel l, situated in the larger box. This cog-wheel l engages with one end of a long sliding horizontal tooth-rack 2, a helical or other suitable spring 3 serving to force the rack 2 toward the point. Thefrontend of the rack is so constructed as to hold back a plate 4. Fitted between this plate and a block isa spring 5,and directly opposite the toe of the slip-rail and also hearing against the plate 4 is a smaller spring 6, which holds against the opposite side of the plate 4 abar 7, to'which the toe of the sliprail is attached. The spring 5 is compressed and ready to force over the point as soon as the rack 2 is withdrawn, Directly in front of the spring 5, on the opposite side of the plate 4, a tooth-rack 8 is provided, which passes through the rail and engages with a tooth-wheel 9 in the smaller box 38.

For convenience infitting the rack 8 the latter may be made in two parts hinged together at 10.

Between the tooth-wheel 9 and the rail is a perpendicular tooth-rack 11, which also engages with the tooth-wheel 9 and is fitted under one end of a hinge block or cover 12. The top surface of this block is normally flush with.the roadway and forms a lid for part of the smaller box 38.

Fitted, preferably,directly opposite the end of the tooth-rack 8 in 'the side of the smaller box is a spring-switch 13, which is thoroughly insulated from all surrounding parts and is connected,by means of the copper wire 36,to the overhead-conductor points. This wire passes through lamps which ofier the necessary resistance to the electric current and which may be used as signals.

Between the cam y in the hollow of the rail and the toe of the slip-rail w is a lever or tumbler l4, pivoted to and working in the hollow of the rail, so shaped that when the flange of the right'front wheel passes over it the tail 141 thereof is raised and comes into contact with and raises the shoe h, thereby.

returning the latter to its former position. Thus the hand-wheel Z is only necessary in emergency.

The motorman or driver of a car or the like nearing a junction having to take the track to the right lowers the shoe h to the rail. The lower continuation or flange i of this shoe h slides in the hollow of the rail and is forced lower as the hollow deepens. It then comes in contact with the cam g, which is forced to revolve on its axis 2 until it is flush with the bottom of the hollow, thus allowing the shoe h to pass on to be replaced by the tumbler 14:. When the cam y is forced over, the cog-wheel 1 turns on its spindle .2, draws the tooth-rack 2 back to the position shown in Fig. 10, and compresses the spring 3. As soon as the rack 2 is drawn back it releases the plate 4:, and the mainspring 5 forces over the point or slip-rail w. Thus the track to the right is thrown open in ample time before the front wheels of the car reach the toe of the slip-rail. Simultaneously with the moving of the slip-rail the tooth-rack 8 is forced to the left through a square hole in the rail and turning the tooth-wheel 9 forces up the tooth-rack 11, which raises the block 12. At the same time the tooth-rack 8 comes in contact with. the spring-switch 13, thus completing an electric -circuit,--which operates the overheadconductor point-s. The car or the like passes on until the right rear wheel has The roller 1w passed the toe of-the slip-rail. then forces down and replaces the hinged block 12, whichby'mea'ns of the rack 11, tooth-wheel9, and rack 8 forces back the plate 4, compressing both springs 5 and 6 and allowing the tooth-rack 2 to slip back into its place under the action of the spring 3. All of the parts are now in the original position with the exception of the spring 6, which is compressed, owing to the flange of the back wheel preventing the slip-rail from coming back to its former position; but as the car passes on this spring 6 draws the slip-rail into its original position. Thus as soon as the car has passed the track is again open to the left.

The foregoing specification relates to ordinary four-wheel undercarriages; but the apparatus may be adapted to bogie-undercarriages or trucks.

In this specification I have described merely one form of apparatus for carrying out the principle on which this invention operates; but I do notconfine myself to this form alone. As instances, both the underground boxes may be placed on one side of the rail instead of one on either side. The shoe h may be operated by a pedal in place of the handles a 1), upon which the motorman or driver places his foot, thus holding the shoe firmly in the hollow of the rail until the right track is thrown open. The motorman then releases the pedal, allowing the shoe h to spring back by the force of a spring whichoperates in the opposite direction to the springj.

What I claim as my invention, and desire to secure. by Letters Patent, is-

1. Point-operating mechanism for railways,

comprising means for automatically shifting the slip-rail, means for locking said shifting means, an engaging element upon the car, means connected with said locking means 0perated by the engaging element for withd rawing said locking means, and means upon the car for automatically operating the engaging element, substantially as set forth.

2. Point-operating mechanism for railways,

comprising means for automatically shiftingthe slip-rail, a stop for locking said shifting means, a shoe upon the car, means connected with said stop and operated by said shoe for withdrawing said stop, means for holding the shoe inoperative, and means upon the car for automatically lowering the shoe, substantially as set forth.

3. Point-operating mechanism for railways comprising automatic means for shifting the slip-rail one way, a stop for locking said antomatic means, a toothed bar carrying said stop, a toothed wheel gearing with said bar, a cam fixed to said wheel, and ashoe carried upon the car for operating said cam to withdraw said stop substantially as set forth.

4. Point-operating mechanism for railways comprising automatic means for shifting the slip-rail one way, a stop for locking said antomatic means, a-toorhed bar carrying said stop, a bell-crank supporting said shoe, a bar connected with said bell-crank, and means for operating and locking said bar substantially as set forth.

5. Point-operating mechanism for railways comprising automatic means for shifting the slip-rail one Way, a stop for locking said automatic means, a toothed bar carrying said stop, a toothed wheel gearing with said bar, a cam fixed to said wheel, a shoe carried upon the car for operating said cam to with draw said stop, a spring for returning said stop, a bell-crank supporting said shoe, a toothed bar connected with said bell-crank, a toothed wheel gearing with said bar, means for operating said wheel to raise said shoe, a

spring operating said bar to lower said shoe,

acam upon said wheel, a catch for engaging said cam to maintain said shoe in its raised position, and means for releasing said catch substantially as set forth.

6. Point-operating mechanism for railways comprising automatic means for shifting the slip-rail one way, a stop for locking-said automatic means, gearing connected with said stop operated by the car for withdrawing said stop, means operated by the ear for returning the points to the original position, and means for operating the stop to relock said automatic means substantially as set forth.

7. Point-operating mechanism for railways comprising automatic means for shifting the slip-rail one way, a stop for locking said automatic means a shoe upon the car, gearing connected with said step operated by said shoefor withdrawing said stop, a contact:

block, gearing operated by said automatic means for raising said contact-block, means carried upon the car for depressing said block to operate said gearing to return the points to the original position, and means for operating said stop to relock said automatic means substantially as set forth.

8. Point-operating mechanism for railways comprising automatic means for shifting the slip-rail one way, a stop for locking said antomatic means, a shoe upon the car, gearing connected with said stop operated by said shoe for withdrawing said step, a contactblock, gearing operated by said automatic means for raising said contact-block, a roller carried upon a bell-crank lever upon the car, means operating said lever for maintaining the roller in its lowest position for the purpose of depressing said block, a screw-gear for operatingsaid bell-crank to lift said roller,

and means for operating said stop to relock said automatic means substantially as set forth.

9. Poin t-operating mechanism for railways comprising automatic means for shifting the slip-rail one way, a stop for locking said automatic means, a shoe upon the car, gearing connected with said stop operated by said shoe for withdrawing said stop, a contactblock, a toothed rack operated by said mechanism, a toothed wheel gearing with said rack, a second rack gearing with said wheel and adapted to convey movement to said block, means carried upon the car for depressing said block to operate the toothed gear to return the points to the original position, and means for operating said stop to relock said automatic means substantially as set forth.

10. Point-operating mechanism for railways comprising a spring for shifting the slip-rail one way, a second spring for shifting said sliprail back again, a sliding plate serving as a common abutment for the said springs, a stop for engaging said plate to retain said points open one way, a shoe upon the car,

gearing connected with the said stop operated by said shoe for withdrawing said step, a contact-block, a toothed rack moved in one direction by the first-named spring, a toothed wheel gearing with said rack, a second rack gearing with said wheel and adapted to raise said contact-block when the first-named rack I is actuated by said spring, means carried upon the'car for depressing said block to return said toothed racks, said toothed wheel and said plate to their original positions, therebycompressing thesecond-named spring which effects the return of the points to the original position and means for operating said stop to rengage said plate substantially as set forth.

11. Point-operating mechanism for railways comprising automatic means for shifting the slip-rail, a stop for locking said automatic means, a shoe upon the car, gearing connected with said stop operated by said shoe for withdrawing said stop, means upon the car for lowering said shoe, means in the track for raising said shoe, and automatic locking means upon the car for retaining the shoe in its raised position substantially as set forth.

12. Point-operating mechanism for railways comprising automatic means for shifting the slip-rail, a stop for locking said automatic means, ashoe upon the car, gearing connected with said stop operated by said shoe for withdrawing said stop, means upon the car for lowering said shoe, a two-armed tumbler pivoted in the track, one arm being adapted to be depressed by the Vehicle-wheel while the other arm raises the shoe,and automatic looking means upon the car for retaining the shoe in its raised position substantially as set forth.

13. In point-operating mechanism for railways, a slip-rail-inclosing chamber having a lateral extension to freely receive obstructive matter and channels for clearing said extension, substantially as set forth.

14. Point-operating mechanism for railways, comprising means for automatically shifting the slip-rail, and electrical means operated by and simultaneously with said automatic means for correspondingly shifting the overhead-conductor connections, substantially as set forth.

15. Point-operating mechanism for railways comprising automatic means for shifting the slip-rail, a stop for locking said automatic means, means upon the car for operating said stop, and means operated by and simultaneously with said automatic means for correspondingly shifting the overhead-conductor connections substantially as set forth.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

CHARLES GEORGE GOORD.

Witnesses:

HUGH INMAN, GEo. B. GREENWOOD. 

